Engine

ABSTRACT

An engine is disclosed of the V-configuration having an integrated engine and transmission. The engine has a crankshaft which directly couples to drive the water pump, oil pump and transmission clutch. The water pump has a drive shaft coupled to the crankshaft that extends across the crankcase from a first to a second side. The water pump includes a housing where at least a portion is defined in the face of the crankshaft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/214,033, filed on Mar. 14, 2014, which claims priority from U.S.Provisional Patent Application Ser. No. 61/801,033, filed Mar. 15, 2013,the subject matter of which is incorporated herein by reference.

BACKGROUND OF THE DISCLOSURE

The present disclosure generally relates to an engine and moreparticularly to an engine having improved mechanical efficiencies.

Multiple different engine types are known, for example, multiple fueltypes are available, and multiple different sized engines are available,together with different numbers of cylinders. Engines may also be 2 or 4stroke, and have cylinders positioned at multiple differentorientations, for example the piston(s) may be oriented vertically,horizontally, in a V-configuration (V-twin) or at any other possibleorientation. The engine may also be incorporated into a powertrainincluding an integrated transmission. The subject disclosure isapplicable to all types of such engines.

Some engines are shown for example in U.S. Pat. Nos. 8,011,342 and8,269,457; and in patent application Ser. No. 13/242,239 filed Sep. 23,2011 (US Publication Number 20120073527); the disclosures of which areexpressly incorporated herein by reference.

SUMMARY OF THE DISCLOSURE

In a first embodiment, an engine is disclosed comprising a crankcase; acrankshaft journalled in the crankcase; a piston coupled to thecrankshaft; and a cylinder in which the piston reciprocates. A head ispositioned over the piston and cylinder, the head including a firstaperture therethrough profiled for a spark plug. At least one camshaftis positioned in the head and over the cylinder. A cam retainer ispositioned over the cam to retain the cam to the head, the cam retainercomprising a second aperture profiled to at least partially overlie thefirst aperture, the cam retainer being in a sealed relation with thehead at the interface of the first and second apertures. A valve coveris receivable over the head and cam retainer, and has a third aperturetherethrough, the third aperture being profiled to at least partiallyoverlie the second aperture, the valve cover being in a sealed relationwith the cam retainer at the interface of the second and thirdapertures.

In another embodiment, an engine comprises a crankcase profiled in aV-configuration having two cylinders, each having a cylinder bore. Ahead is positioned over each of the cylinders. A crankshaft isjournalled in the crankcase. Two pistons are coupled to the crankshaftand are positioned in respective cylinders to reciprocate therein. Awater pump is coupled to the crankshaft, the water pump comprising awater pump drive shaft having a drive end and an impeller end. The driveend of the water pump shaft is positioned on a first side of thecrankcase and the impeller is positioned on a second side of thecrankcase.

In another embodiment an engine comprises a crankcase profiled in aV-configuration; two cylinders, each having a cylinder bore; a headpositioned over each of the cylinders; a crankshaft journalled in thecrankcase; and two pistons coupled to the crankshaft and positioned inrespective cylinders to reciprocate therein. A water pump is coupled tothe crankshaft, the water pump comprising a water pump housing, whereinat least a portion of the water pump housing is defined in the outerface of the crankcase.

In yet another embodiment, a powertrain comprises a crankcase; acylinder having a cylinder bore; a head positioned over the cylinder; acrankshaft journalled in the crankcase; a piston coupled to thecrankshaft and positioned in the cylinder to reciprocate therein; adrive gear fixedly coupled to the crankshaft and rotatable therewith;and first, second and third driven gears is meshing engagement with thedrive gear and driving other components of the powertrain.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear view of the power train;

FIG. 2 is a top view of the power train of FIG. 1;

FIG. 3 is a right front perspective view of the block of the power trainof FIGS. 1-2;

FIG. 4 is a top view of the block of FIG. 3;

FIG. 5 is a left side view of the block of FIG. 3;

FIG. 6 is a right side view of the block of FIG. 3;

FIG. 7 is a cross-sectional view through lines 9-9 of FIG. 5;

FIG. 8 is an enlarged perspective view showing the water pump cavity;

FIG. 9 is a perspective view of the crank shaft of the presentdisclosure;

FIG. 10 shows a perspective view of the gear train for the water pump;

FIG. 11A shows an enlarged perspective cross-sectional view through thewater pump drive shaft, through lines 11-11 of FIG. 2;

FIG. 11B is a cross sectional view through lines 11-11 of FIG. 2;

FIG. 12 is an upper perspective view viewed rearwardly above the crankshaft;

FIG. 13 is an upper perspective view of the cylinder of the presentdisclosure;

FIG. 14 is a cross-sectional view through lines 14-14 of FIG. 13;

FIG. 15 is a lower plane view of the cylinder of FIG. 13;

FIG. 16A is a perspective view of an insert for location in the waterchannel of the cylinder of FIG. 13;

FIG. 16B is a perspective view of the opposite side of the insert ofFIG. 16A;

FIG. 16C shows the insert positioned in the water channel of thecylinder;

FIG. 17 is a lower perspective view of the head of the presentdisclosure;

FIG. 18 is a lower plane view of the head of FIG. 17;

FIG. 19 is a cross-sectional view through lines 18-18 of FIG. 18;

FIG. 20 is an upper perspective view showing the head in place on acorresponding cylinder;

FIG. 21 is a cross-sectional view taken through lines 21-21 of FIG. 20;

FIG. 22 is a cross-sectional view through the center of front centerassembly and the crank shaft bearing portion, viewed rearwardly;

FIG. 23 is an enlarged view of the thermostat assembly from a right-handside view;

FIG. 24 is an upper perspective view of a cam carrier of the presentdisclosure;

FIG. 25 is an underside perspective view of the cam carrier of FIG. 23;

FIG. 26 is an upper perspective view of a valve cover for the presentdisclosure;

FIG. 27 is an underside view of the valve cover of FIG. 25;

FIG. 28 is an underside view of the baffle plate of the valve cover ofFIG. 24;

FIG. 29 is an upper perspective view of the baffle plate of FIG. 25;

FIG. 30 is a cross-sectional view through the crank shaft of the powertrain and through the front cylinder assembly;

FIG. 31 is a right-side plan view of the engine of the presentdisclosure excluding the block and side covers;

FIG. 32 is a front ride side perspective view showing the power train ofthe present disclosure less block;

FIG. 33 is a left rear perspective view of the power train as shown inFIG. 31;

FIG. 34 shows an inner view of the combined water pump and generatorcover;

FIG. 35 shows an outer view of the combined water pump and generatorcover; and

FIG. 36 shows a view similar to that of FIG. 34 showing the generatorstator in position.

DETAILED DESCRIPTION OF THE DRAWINGS

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional. The embodiments disclosed below are not intended to beexhaustive or to limit the invention to the precise forms disclosed inthe following detailed description. Rather, the embodiments are chosenand described so that others skilled in the art may utilize theirteachings. While the present disclosure is primarily directed to amotorcycle engine it should be understood that the features disclosedherein may have application to other power sports vehicles as well, suchas ATVs, snowmobiles, utility vehicles, watercraft, etc.

With reference first to FIGS. 1-3, a power train is shown generally at2. Power train 2 is intended for a motorcycle, but could be used as apower train for other vehicles as well. Power train 2 is a combinationof an engine and a transmission in a single module, where the engineportion is shown at 4 and the transmission portion is shown at 6. Powertrain 2 includes a front cylinder assembly 8 (FIG. 2) and a rearcylinder assembly 10. A unified block 12 (FIG. 3) is provided for boththe engine and the transmission portions 4, 6. As shown, front cylinderassembly 8 is comprised of a front cylinder 14 (FIG. 21), front head 16(FIG. 21), and front valve cover 18 (FIG. 2). As best shown in FIG. 1,rear cylinder assembly 10 is comprised of a rear cylinder member 24, arear head 26, and a rear valve cover 28. Clutch cover 34 is coupled tothe block 12 at the rear transmission portion 6. A gear cover 36 (FIG.2) is coupled to the block 12 at a front end thereof at the engineportion 4 to cover multiple gear shafts as described herein. Block 12defines an engine crankcase and a transmission housing.

Power train 2 includes an oil filter at 38 (FIG. 2); a thermostatassembly 40 (FIG. 2); front exhaust port 42 (FIG. 18); and throttle 44(FIG. 1). Power train further includes water pump 46 (FIG. 2) and outputdrive sprocket 48 (FIG. 2). Rear exhaust port 50 is shown in FIG. 1.Finally, power train 2 includes front and rear spark plug opening 52, 54as shown in FIG. 2.

With reference now to FIGS. 3-8, power train block 12 will be describedin greater detail. With reference first to FIG. 3, block 12 is comprisedof two halves, 12 a and 12 b. With reference still to FIG. 3, blockportion 12 a includes an inner wall at 72 defined by a perimeter wall at74 defining an internal volume at 76. Internal wall 74 is machined todefine a planar edge at 78 having a plurality of threaded apertures 80defined within bosses 82. In a like manner, and with reference to FIG.6, block portion 12 b includes an inner wall 92 having a perimeter wall94 defining an internal volume at 96. Wall 94 defines a planar edge at98 having threaded apertures 100 defined within bosses 102.

With reference now to FIGS. 3 and 5, multiple apertures extendcompletely through block 12 through both walls 72, 92 as describedherein. As shown, aperture 110 is defined by inner diameter 112 of boss114 (FIG. 5); and by diameter 116 defined by boss 118 (FIG. 6). Aperture110 is profiled for the mounting of a crank shaft as described herein.With reference now to FIGS. 5-7, through aperture 120 is shown for awater pump drive shaft as described herein. Aperture 120 is defined bydiameter 122 on block half 12 a and diameter 124 on block half 12 b, asshown in FIG. 7.

With reference now to FIGS. 3 and 6, a through aperture 130 for mountinga clutch will be described in greater detail herein. Aperture 130 isdefined by a boss 132 and defines an internal diameter 134 (FIG. 5).Aperture 130 communicates with opening 140 (FIG. 6), which resideswithin housing 150, as further described herein. Block portion 12 bfurther includes an aperture at 160 having a diameter at 162 forreceiving an output shaft carrying drive sprocket 48.

With reference now to FIGS. 6 and 7, a water pump housing 170 is definedintegral with block portion 12 b. Water pump housing 170 includesmultiple steps including 172, 174, 176, and 178, where step 178 definesthe convolutes 180 a, 180 b (FIG. 6) for the discharge water throughhousing 170. As shown in FIG. 6, convolutes 180 a, 180 b are spiraledhaving a portion 182 intersecting with stepped portion 178, whichspirals outwardly and together with portion 184 forms a water channel asa recess from planar surface 98. The convolutes 180 a, 180 b lead intoopenings 186, which move rearwardly as viewed in FIG. 6 to communicatewith openings 188 as best viewed in FIG. 8. Water openings 188 extend upto the upper planar surface 190 of the block 12, which surface isprofiled to receive cylinder 14 as further described herein. Thuspassageways are defined between the convolutes 180 a, 180 b and upperfaces 190 a, 190 b where portions 186 a, 186 b extend into the crankcasealong an axis generally parallel with the rotational axis of thecrankshaft; and portions 188 a, 188 b extend into the crankcase along anaxis generally parallel with an axis of the cylinder bore.

It should be appreciated from viewing FIG. 8 that a single water pumphousing 170 is integrally defined in the face 98 and defines twoconvolutes 180 a and 180 b where convolute 180 a will feed cooling waterto front cylinder assembly 8 and convolute 180 b will feed water to rearcylinder assembly 10 as further described herein.

With reference to FIG. 6, it should be appreciated that through opening120 is within the “V” defined by the centerlines 194 a and 194 b, whichextend through the center of opening 110 and which are perpendicular tothe planar surfaces 190 a, 190 b. It should be appreciated thatcenterlines 194 a and 194 b define an acute angle and also represent thecenterline of the pistons within engine portion 4. As shown in FIGS. 6and 8, centerline 194 a intersects openings 186 a, 188 a whilecenterline 194 b intersects opening 186 b, 188 b. As shown, centerline194 a generally bisects openings 186 a, 188 a while centerline 194 bgenerally bisects opening 186 b, 188 b.

With reference now to FIG. 4, it should be appreciated that upper planarsurfaces 190 a and 190 b are defined by the two block halves 12 a and 12b. Openings 200 a and 200 b are also provided defining a receiving areafor cylinders 14, 24, respectively, as further described herein. Withreference to FIGS. 3 and 4, block half 12 a includes passageway 210 athrough surface 190 a and passageway 210 b extending through surface 190b, respectively. It should be appreciated that passageways 210 a and 210b open into the open volume 76 (FIG. 3), and provide access for camchains as described herein.

With reference now to FIG. 9, an engine crankshaft is shown at 250.Engine crank shaft 250 includes a shaft portion 252 extending fromcounterweight 254 and a shaft portion 256 extending from counterweight258. Shaft portion 252 includes main journal 260, increased diameterportion 262 splined shaft portion 264 and post portion 266 having athreaded aperture at 268. Shaft portion 256 includes main journal 270,shaft portion 272, and tapered shaft portion 274. Crankshaft 250 furtherincludes a crank pin journal 276 extending between counterweights 254,258. A reduced mass portion 280 is provided as a hollowed out portion ofcounterweights 254 and 258 on an inside thereof defining an arcuatesurface 282, a wall portion at 284, and a planar portion at 286.

With reference now to FIGS. 10, 11A and 11B, a drive train for the waterpump will be described herein. As shown best in FIG. 10, drive gear 300is provided having internally splined coupling at 302, which correspondswith the splined exterior at 264 (FIG. 9) of crank shaft 250. Drive gear300 further includes exterior teeth at 304, wherein the rotation ofcrank shaft 250 causes a driving rotation of gear 300. Driven gear 310is entrained with drive gear 200. Gears 312, 314 include gear teeth 316,318, respectively, which correspond in pitch with teeth 304 of drivegear 300. Driven gear 310 is a backlash gear where gears 312, 314, aretorsionally spring loaded relative to each other such that teeth 316,318 are slightly rotationally spaced away from each other. This reducesthe noise and vibration of the teeth engagement.

Gear 310 is mounted to a shaft 320 having a shaft portion at 322, whichterminates in a shoulder 324 (FIG. 11A) of shaft 320. Gear 310 is fixedrelative to shaft portion 320 by way of a key and keyway as is known inthe art. As shown in FIG. 11A, shaft 320 further includes a first gear330 and a second gear at 332. It should be appreciated that gears 330and 332 cooperate to drive cam chains as will be described in furtherdetail herein. Shaft 320 further includes, at an opposite end, shoulder336, diameter 338, and diameter 340. As shown best in FIG. 11A, a gear344 is positioned on outer diameter portion 338 and in abutment withshoulder 336. Gear 344 is also fixed relative to shaft 320 by way of akey and keyway as described above. Shaft 320 is rotatably held by twobearings, a ball bearing 372 positioned adjacent a first side (see FIG.11A) and a plain bearing (not shown) but positioned between surfaces124, 340 in FIG. 11A).

With reference now to FIG. 10, a water pump impeller drive is shown at350. Drive 350 includes a shaft 352 having a driven gear 354 on one endthereof entrained with drive gear 344. The pump impeller 356 is mountedto an opposite end of the shaft 352 and includes vanes 358. Impeller 356includes an outer diameter portion 360. A seal 362 is provided havingsealing ribs at 364.

With reference now to FIG. 11A, crankshaft 250 is shown coupled to drivegear 300, which is in turn drivingly coupled to gear 310. Gear 310 iscoupled to shaft 320. Shaft 320 is shown with diameter portion 340mounted in aperture 124 (see also FIG. 5) and with a bearing cap 370coupling the opposite end 322 with a ball bearing 372, having balls 359.Bearing cap 370 is coupled directly to block 12. FIG. 11A also showsgears 344, 354 in meshing engagement and with gear 354 coupled to shaft352 by way of fastener 380. Bearing 366 is positioned in aperture 120and cooperates with shaft 352 for rotation of shaft 352. The directionof shaft rotation is shown by the arrow in FIG. 10.

It should be appreciated that this positions impeller 356 in positionwithin water pump housing (FIG. 8, 11B) with vanes 358 positionedproximate convolutes 180 a, 180 b. FIG. 12 shows the linkage betweencrank shaft 250 and water pump impeller 356 and further shows a waterpump cover 400 having a mating face at 402, which can mount flush withplanar surface 98 (FIG. 8). Water pump cover 400 may mount to water pumphousing 170, for example, by way of fasteners through correspondingapertures 404 a, 406 a; 404 b, 406 b; and 404 c, 406 c. Housing 400further includes an intake coupling at 410 to provide water into housing170. Cover also includes an elongate portion 412 a to enclose convolute180 a and elongate portion 412 b to enclose convolute 180 b.

Thus, it should be appreciated that water pump 46 and, in particular,water pump impeller 356 is directly coupled to crank shaft 250, wherebyrotation of crankshaft 250 causes movement of water through intakecoupling 410 through water pump 46 delivering water at upper surfaces198 a, 190 b (FIG. 8) of engine block 12 through apertures 188 a, 188 b.With reference now to FIGS. 13-16C, cylinder 14 will be described ingreater detail.

With reference now to FIGS. 13-16C, cylinder 14 will be described ingreater detail. It should also be noted that the description relates tocylinder 14, which is the cylinder for the front cylinder assembly 8,however, it should also be appreciated that cylinder 24 is substantiallythe same as that described with respect to cylinder 14; with theexception that cylinder 24 is in a mirror-image relationship.

As shown in FIG. 13, cylinder 14 includes a central cylinder portion 420having an internal diameter portion at 422, which as should beappreciated receives a piston of the engine portion of the power train.Cylinder portion 422 includes an upper surface at 424, which is planarwith the remaining upper surface portion 426 of cylinder 14. As shown inFIGS. 14 and 15, a lower planar surface 428 is defined in a parallelmanner with upper planar surface 426. It should also be noted thatcylinder portion 420 has a lower portion 430 extending below lowerplanar surface 428. It should also be appreciated that lower cylinderportion 430 extends below upper surface 190 a (FIG. 4) and into opening200 a (FIG. 4) and into the crankcase of block 12.

A wall portion 436 (FIG. 13) encircles cylinder portion 420 and definesan internal circular surface at 438 spaced away from an internal surface440 of cylindrical portion 420 defining a channel 442 therebetween. Itshould be appreciated that channel 442 is defined to receive coolingwater such that cooling water circulates around cylinder portion 420 andcools cylinder portion 420 from heat caused by the combustion. In thatrespect, a channel or opening 450 is defined between cylinder portion420 and outer wall 436 as shown best in FIGS. 14 and 15. It should beappreciated that opening 450 corresponds with passageway 188 a (FIG. 3)when cylinder 14 is positioned on surface 190 a of block 12. Outer wall436 further includes a plurality of bosses, such as 454 providingapertures at 456, which as should be appreciated, receives a stud placedin a top of block 12, as is known in the art.

Cylinder 14 also includes an enclosed volume portion 460 providing aninternal generally rectangular internal volume at 462, which correspondswith opening 210 a (FIG. 3) when cylinder 14 is positioned on block 12.Volume portion 462 allows the passage of cam chains upwardly to overheadcams as described herein.

Cylinder 14 is designed to ensure adequate cooling around the cylinder.As shown in FIG. 13, a slot 470 is provided on internal surface 438adjacent to upper surface 426. As shown in FIGS. 16A and 16B, an insert480 is provided having a tapered body portion 482 having an internalarcuate surface at 484 having a tab portion at 486. Outer surface ofinsert 480 includes slot portions at 490 interrupting outer surface 492.With reference to FIG. 16C, insert 480 is shown inserted with tab 486positioned in slot 470 and positioned over boss 454. As shown, insert480 is positioned adjacent to water channel 450 and extends acrossinternal water channel 442. Slots 490 allow some controlled passage ofwater through the insert, however, insert 480 creates a damming effect,causing water to circulate and fill the entire void or channel 442 toensure proper cooling of the entire cylinder 420. With reference now toFIGS. 17-19, head 16 will be described in greater detail.

With reference first to FIG. 17, head 16 includes a lower planar surface500 having a plurality of mounting apertures at 502, which correspond inlocation to apertures 456 (FIG. 13) in order to position head inposition relative to cylinder 14. Head 16 further includes a pluralityof water receiving slots 504, which are positioned in a diametricalpattern, which matches the pattern of water channel 442 (FIG. 13) on theupper side of cylinder 14. Thus it should be appreciated that waterflowing upward through cylinder 14, and through channel 442, flows intochannels 504 to cool combustion chamber 510 of head 16. It should alsobe appreciated that combustion chamber 510 includes two openings 512 forintake valves and two openings 514 for exhaust valves.

Head 16 is a cast item including a plurality of internal chambers.First, and with respect to FIG. 19, an internal water chamber 520 isdefined on an outside of combustion chamber 510 which communicates withwater outlet 530 (FIG. 17). Thus, water moving through cylinder 14 intohead 16 travels through channels 504 into chamber 520 and exits at 530.It should also be appreciated that water outlet 530 exits into the “V”of the engine and a corresponding opening on head 26 will also open intothe “V” of the engine such that each of the outlets face the opposingcylinder assembly.

As shown in FIG. 17, an internal air chamber is defined, whichcommunicates with intake ports, which in turn communicate with valveopenings 512. Air intake port is shown at 544, which communicates withinternal chamber 540 (FIG. 19) and includes a flange 546 and mountingapertures at 548. Thus air traveling into head 16 travels through airintake port 544 through to chamber 540 and into combustion chamber 510through valve openings 512. In a like manner, exhaust valve openings 514communicate with an internal exhaust chamber (not shown), whichcommunicates with exhaust port 42 as shown in FIG. 18.

With reference again to FIGS. 19 and 20, head 16 includes an upperplanar surface at 550, and further defines cam receiving areas; area 552for an exhaust cam and area 554 for an intake cam. In that regard, head16 includes transverse wall 560 having a semi-cylindrical receivingopening at 562 and transverse wall 564 having a semi-cylindrical openingat 566. As shown best in FIG. 20, transverse wall 560 further includes asemi-cylindrical opening at 572 and transverse wall 564 includes asemi-cylindrical opening at 574. Thus, it should be appreciated that camshafts lie across the respective valve openings, 512, 514, and lay intheir corresponding receiving areas 552, 554, as further describedherein.

As shown in FIG. 19, head 16 also includes a central tubular portion580, which may be cylindrical having an opening at 582, which may alsobe cylindrical. It should be appreciated that cylindrical opening 582provides access to a spark plug receiving opening 586 (FIG. 17), whichin turn communicates with combustion chamber 510. Head 16 furtherincludes passageway 590 for a cam chain, which passes through upper face560 and lower face 500. It should be appreciated that passageway 590corresponds with passageway 462 (FIG. 13) and passageway 210 a (FIG. 4).Pairs of apertures 594 a, 594 b flank semi-cylindrical openings 562,566; and apertures 596 a, 596 b flank semi-cylindrical openings 572,574, respectively, for retention of cams in their correspondingreceiving areas 552, 554 as described herein.

While only a single head is shown at 16, it should be understood that afamily of heads is contemplated, each having a variety of differentdiameters 422, to vary the displacement.

With reference now to FIGS. 20 and 21, the alignment of cylinder 14 andhead 16 will be described. As shown best in FIG. 21, head 16 is shownpositioned over cylinder 14, such that cam passageways 462 and 590 alignproviding a consistent vertical passageway; furthermore, water channel442 in the top of cylinder 14 is shown aligned with water chamber 520and with receiving openings 504. As mentioned previously, coolant watertravels upwardly through the block 12 through passageway 442 of cylinder14 upwardly through openings 504 into chamber 520 to cool both thecylinder and combustion chamber 510 and exit through port 530 (FIG. 20).Finally, with respect to FIG. 22, the intersection of convolute 180 aand upper passageway 188 a of block 12 is shown in combination with thecommunication of passageways 450, 504, and chamber 520.

The completion of the water cooling system will now be described inrelation to the thermostat assembly 40. As shown in FIG. 23, thermostat40 sits in the “V” of the engine portion 4 intermediate the frontcylinder assembly 8 and the rear cylinder assembly 10. Thermostatassembly 40 includes a thermostat 600 having a first input at 602 and asecond input at 604. Thermostat 600 includes two outlets; one at 606 anda second at 608. Inlet 602 communicates with water outlet port 530 (seealso FIG. 17) by way of a hose 610. It should be appreciated that hose610 is fixed in place by way of clamps such as 612, 614. A second hose620 is provided with a first end coupled to inlet 604 and a second endcoupled to a corresponding water outlet port 530 of cylinder assembly10. Thus, coolant water traveling up through cylinder assemblies 8 and10 as described above in relation to FIG. 22, exits throughcorresponding water ports 530 in head 16 and into hoses 610, 620, andflows into thermostat 600 through ports 602, 604.

Thus, if the coolant water is still cool, as in the case of a recentlystarted engine, thermostat will remain closed and the coolant water willexit through port 608 into hose 630. Hose 630 has a first end 632coupled to port 608 by way of clamp 634, and a second end 636 coupled toa return port (FIG. 2) by way of a coupling (not shown). Coupling 644returns the coolant water directly to water pump 46 to recirculate thewater through the convolutes and back through the front and rearcylinder assemblies 8, 10, as previously described. When the engineheats to a position where the thermostat is opened (given the presettemperature for thermostat 600), water flows through exit port 606, andwill proceed toward the front of the motorcycle to a radiator. It shouldbe appreciated that the radiator will have an inlet port coupled to port606 and an outlet port coupled to port 410 (FIG. 2) to provide a closedsystem for the coolant water. An exemplary motorcycle for use with powertrain 2 is described more fully in our co-pending patent applicationSer. No. 61/799,880 filed Mar. 15, 2013, (Attorney Docket No.PLR-05-25858.01P-US-e).

With reference now to FIGS. 24 and 25, a cam carrier or carrier is shownat 650 having a body portion 652 for overlying cam receiving area 552and a body portion 654 for overlying cam receiving area 554. Bodyportion 652 includes apertures 704 a for alignment with apertures 594 a;apertures 704 b for alignment with apertures 594 b; apertures 706 a foralignment with apertures 596 a; and apertures 706 b for alignment withapertures 596 b. As shown best in FIG. 24, cam carrier 650 also includessemi-cylindrical recess 712, which corresponds with semi-cylindricalrecess 562; and a semi-cylindrical recess 716, which corresponds torecess 566 (FIG. 20) on head 16. Body portion 654 includes asemi-cylindrical recess 718 corresponding to recess 572 and recess 720corresponding to recess 574 (FIG. 20). As shown in FIG. 24, a lowersurface of cam carrier 650 also includes a planar surface 732, which canfit flushly with top surface 550 (FIG. 19) of head 16.

As shown in FIG. 24, cam carrier 650 further includes a central tubularportion 740 which may be cylindrical, having an upper surface at 742 anda lower surface at 744. As shown in FIG. 25, lower surface 744 includesan undercut portion 746, defining an annular recess, for recessing aseal (not shown). Lower surface 744 is profiled to cooperate withcylindrical portion 580 (FIG. 19) and cylindrical portion 740 furtherincludes an inner diameter at 750, which is substantially the same asinner diameter 582 (FIG. 19) of cylindrical portion 580. Thus, cams maybe positioned in the receiving areas 552 and 554 with the cam gearpositioned in area 590 (FIG. 19). Cam carrier 650 may then be receivedover the cams and coupled to the head to retain the cams in position intheir respective areas 552, 554 and above intake and exhaust valves.

With respect now to FIG. 26, valve cover 18 is shown having a bodyportion 780 having a central area 782 having an opening at 784 definedby a cylindrical member 786. As shown best in FIG. 27, cylindricalmember 786 has a seal 788 having an inner channel 790. Seal 788 could bea discreet seal or could be integrally molded with cylindrical portion786. It should be appreciated that seal 786, and more particularlychannel 790, is received over upper end 742 (FIG. 25) of cylindricalportion 740 of cam carrier 650. As shown, body portion 780 is generallycurved along its top side having end walls 796 and 798. An exit port ispositioned at 800 coupled to a breather tube 802 as will be describedherein. An underside of valve cover 18 includes a baffle plate 810defined by a plate portion 812. Plate portion 812 includes a circularopening 814 receivable over tubular portion 786. Baffle plate 812further includes upright baffles 816 and fasteners 818 couple bafflesplate 810 within valve cover 18. Hose 802 is then connected to an airbox of a motorcycle to recycle unspent gases that leak through thecombustion chamber, back to the air box and air cleaner for recycling ofthe unspent gasses.

With reference now to FIGS. 25 and 30, the interaction of head 16, valvecover 18 and cam carrier 650 will be described. As shown, cam retainer650 sits above head 16 and is positioned over the cams to retain thecams in the head. The cam carrier comprises an upstanding tubular wall740 which defines the aperture 750. The upstanding tubular wall 740defines the lower planar surface 744 (see FIG. 25) profiled to interfacewith an upper planar surface 550 of the head. A seal (see FIG. 30) is atthe interface of the lower planar surface 744 of the upstanding tubularwall and the upper planar surface 550 of the head. Central cylindricalportion 740 is positioned over head 16 and in alignment with opening 582(see FIG. 22). Valve cover 18 is shown positioned over cam carrier 650such that aperture 784 (see FIG. 26) overlies the aperture 750. Seal 788is in position over cylindrical portion 740 thereby sealing valve cover18 to head 16, through the cam carrier 650.

With reference now to FIGS. 31 and 32, other aspects of the disclosurewill now be described. As mentioned previously, drive gear 300 which iscoupled directly to crank shaft 250 drives gear 310. As shown in FIG.32, it was previously described that gear 310 drives gears 330 and gear332, which ultimately drive cam chains. Cam chains 850 a and 850 b areshown in FIG. 29, which would be entrained to gears 330, 332,respectively. Power train 2 further includes an exhaust timing gear 852a and an intake timing gear 854 a and exhaust timing gear 852 b andintake timing gear 854 b. Thus, timing chains extend through thepassageways defined by individual passageway 210 a (FIG. 3), passageways462 (FIG. 13), and passageway 590 (FIG. 18). FIG. 29 also shows timingchain tensioners 860 a, 860 b, and 862 b.

In addition, a front driven gear 870 is shown, which drives an oil pump872 (FIG. 32), which is positioned generally and directly behind drivengear 870. Oil pump 872 has an oil pick up line 874 having a snorkel at876 (see FIG. 31). In addition to driven gear 870, drive gear 300 alsodrives 880 (see FIG. 33), which drives clutch 882. Clutch 882 drives ashaft 884 (see FIG. 31) having a plurality of gears 890 in meshingengagement with a plurality of gears 900 (FIG. 32). Gears 900 areultimately coupled to output sprocket 48 (see FIG. 32), which will becoupled to motorcycle rear wheel by way of a belt (not shown).

Thus, driven gear 300 drives multiple aspects of the power train from asingle gear directly driven off of the crank shaft. As mentioned, drivengear 300 drives gear 310, which in turn drives both cam chains 850 a and850 b, which in turn drives the overhead cams. In addition, drive gear300 drives the water pump through the coupling engagement of the waterpump drive shaft 350 to driven gear 310. Drive gear 300 further drivesdriven gear 870, which in turn drives oil pump 872. Finally asmentioned, drive gear 300 drives gear 880 driving clutch 882.

With reference again to FIG. 11B, the sealing between most interfacialcomponents includes a press in place square bead seal, such as seal 910,which provides a robust seal eliminating leaks.

As shown in FIG. 32 a speed sensor 920 is provided, which moveslaterally with the laterally movable gears.

With reference to FIGS. 34-35, the water pump cover 400 is shown whichincludes a portion 930 to cover the water pump housing 170, and aportion 932 to cover the generator; the common cover makes the partsseem seamless. As shown in FIG. 2, the small cover or badge 940 isremovable for testing purposes.

As mentioned above, the heads 16 could be of various sizes toaccommodate different displacements. It is also possible to providedifferent aesthetic looking families, due to modularity of thecomponents. For example, different cylinders, heads, valve covers, andother covers could be provided with different aesthetic looks, yet withsimilar coupling to the block 12.

The lubrication system of the present disclosure is similar to thatshown and described in U.S. patent application Ser. No. 13/242,239 filedSep. 23, 2011 (US Publication Number 20120073527), the subject matter ofwhich is incorporated herein by reference. The difference is that thelubrication system also feeds the transmission shaft for thetransmission.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractices in the art to which this invention pertains.

1-20. (canceled)
 21. A powertrain, comprising: a crankcase; a cylinderhaving a cylinder bore; a head positioned over the cylinder; acrankshaft journalled in the crankcase; a piston coupled to thecrankshaft and positioned in the cylinder to reciprocate therein; adrive gear fixedly coupled to the crankshaft and rotatable therewith;and first, second and third driven gears is meshing engagement with thedrive gear and driving other components of the powertrain.
 22. Thepowertrain of claim 21, wherein the first driven gear is driving coupledto a water pump.
 23. The powertrain of claim 21, wherein the seconddriven gear is driving coupled to an oil pump.
 24. The powertrain ofclaim 21, wherein the powertrain comprises an engine and transmission,and the third driven gear is driving coupled to a clutch for thetransmission.
 25. The powertrain of claim 21, wherein the powertraincomprises an engine and transmission, and the transmission is positionedrearwardly of the engine, and is driving coupled thereto.
 26. Thepowertrain of claim 25, wherein the first driven gear is positionedgenerally above the drive gear and is driving coupled to a water pump.27. The engine of claim 26, further comprising a water pump drive shafthaving a drive end and an impeller end, the drive end of the water pumpshaft is positioned on a first side of the crankcase and the impellerend of the water pump shaft is positioned on a second side of thecrankcase.
 28. The powertrain of claim 25, wherein the second drivengear is positioned generally forward of the drive gear and is drivingcoupled to an oil pump.
 29. The powertrain of claim 25, wherein thethird driven gear is positioned generally rearward of the drive gear andis driving coupled to a clutch for the transmission.
 30. The powertrainof claim 29, wherein the transmission includes a first shaft coupled tothe clutch and positioned generally parallel to a rotational axis of thecrankshaft.
 31. The powertrain of claim 30, wherein the crankshaft andfirst shaft are rotatably coupled to the crankcase.
 32. The engine ofclaim 21, further comprising camshafts rotatably positioned in theheads.
 33. The engine of claim 32, wherein the drive gear is coupled tothe crankshaft at a first side of the crankcase.
 34. The engine of claim33, further comprising a driven shaft, the driven shaft having a drivengear coupled to the drive gear.
 35. The engine of claim 34, furthercomprising: a. first and second gears coupled to the driven shaft; b.first and second chains coupled to the first and second gears; and c.gears coupled to the camshafts and entrained with the first and secondchains.